US9193356B2 - Lane monitoring method and lane monitoring system for a vehicle - Google Patents

Lane monitoring method and lane monitoring system for a vehicle Download PDF

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US9193356B2
US9193356B2 US13/593,810 US201213593810A US9193356B2 US 9193356 B2 US9193356 B2 US 9193356B2 US 201213593810 A US201213593810 A US 201213593810A US 9193356 B2 US9193356 B2 US 9193356B2
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vehicle
lane
criterion
lane departure
camera
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US20130063595A1 (en
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Wolfgang Niem
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/029—Steering assistants using warnings or proposing actions to the driver without influencing the steering system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B60W2420/42—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B60W2550/146—
    • B60W2550/148—
    • B60W2550/402—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands

Definitions

  • the present invention relates to a device and method for providing lane monitoring for a vehicle during driving.
  • a lane departure warning (LDW) system provides a driver assistance function which performs a check during driving of whether the vehicle is remaining within the present lane or is about to depart from the lane. For this purpose, limit lines on the sides of the lane are detected by one or multiple cameras of the vehicle.
  • LDW lane departure warning
  • a time to crossing the side line marking the lane is ascertained as t LC (time to line crossing) and compared with a threshold value for the purpose of warning the driver before the actual departure from the lane. If the time drops below this threshold value, the LDW signal is output, for example to a display device in the cockpit.
  • warning signals of this type may be distracting to the driver and divert his attention during dynamic driving operations, for example if he wishes to deliberately depart from the lane.
  • the present invention is based on the idea of performing a check while departing from the lane to see whether an intentional shortening of the vehicle trajectory in a curve is occurring, which is also generally referred to as “cutting curves.”
  • cutting curves On a clear roadway, a driver may, at times, not wish to fully negotiate the curves of his lane but instead may slightly cut or shorten the curve contour of his lane.
  • outputting the LDW signal may be distracting or confusing. Outputting the LDW signal too frequently may possibly also cause the driver to ignore this function or to turn it off entirely, so that he may no longer be warned accordingly later on, even when unintentionally departing from the curve, e.g., due to fatigue.
  • LDW criterion lane departure criterion
  • the decision criteria are advantageously aimed at determining or establishing the plausibility of the fact that a curve is located ahead of the vehicle and the driver is intentionally changing to another lane.
  • the following decision criteria are advantageously used for this purpose:
  • a check is made of whether a curve is located ahead of the vehicle according to the map data and the present position (map-matched position) of the vehicle on this map.
  • a curve radius of the route ahead of the vehicle e.g., a route range of 20 meters to 100 meters ahead of the vehicle, is advantageously examined for a curve and checked to see whether the curve radius is below a threshold and/or whether the longitudinal extension of the curve is below a threshold.
  • This decision criterion is intended to rule out a straight or relatively slightly curved route ahead of the vehicle.
  • a second decision criterion evaluates the quality of the position of the vehicle on the map or in the map data, e.g., the quality of the map-matched position of the driver's own vehicle or, if necessary, also that of the route ahead of the vehicle, in particular, the estimated quality of the ascertained curve radius. Once this quality has been achieved, an upcoming turn maneuver may be assumed with a sufficient degree of certainty. If the available map data and the global position determination are, in principle, already so good that a quality of this type is obvious, the second decision criterion may also be assumed to be inherently applicable, and it is not queried here. If necessary, the entry of an error message may be requested instead.
  • a third decision criterion checks on whether the driver is changing to another lane and is not departing from the roadway entirely. On a two-lane roadway, only one lane change to the other lane is thus permitted, e.g., generally to the oncoming lane. A check is thus made to see whether the lane-delimiting line which is about to be crossed or has already been crossed is an inner line of the curve. However, if an outer roadway line is crossed, the fact that a trajectory-shortening maneuver is intended may be ruled out.
  • the third decision criterion may be ascertained, in principle, from the camera signals and map data; on a two-lane roadway and with right-hand traffic, the criterion may also be ascertained from the direction of transverse acceleration or the sign of the yaw rate.
  • a fourth decision criterion checks whether the driver is actively steering. This is based on the idea that only an intentional shortening of the trajectory (cutting curves) is to be permitted but not a shortening of the trajectory based on negligence or possibly on reduced attentiveness or sleepiness on the part of the driver.
  • Active steering by the driver may, on the one hand, be checked on the basis of driving dynamic measuring signals of the car, in particular a steering angle signal if the vehicle has a steering angle sensor. For this purpose, a check is made of whether a steering angle is above a threshold. Additionally or alternatively, for example, the transverse acceleration of a transverse acceleration sensor may be recorded as the measuring signal, since a turn maneuver or a steering angle correspondingly results in a centrifugal force, which is measured accordingly.
  • a yaw rate sensor may also be used which thus measures the yaw rate or rotation around the vertical axis. If signals of this type are not present, for example, the vehicle velocity may be used additionally with the camera signals for the purpose of evaluating from the hereby ascertained vehicle trajectory whether active steering is taking place.
  • a distance sensor or a sensor for detecting the area ahead of the vehicle is provided, a check may be made to see whether another vehicle or an interfering obstacle is located in the opposite lane which the vehicle will reach after cutting the curve and whether the LDW signal is output as a warning in this case.
  • general driving dynamics characteristics or handling characteristics may also be used, in particular the traction or road grip of the wheels to the surface; in the event of excessively poor handling characteristics in which, for example, it would be difficult to suddenly return to the vehicle's own lane due to rapid steering or braking, the non-output or suppression of the output of the LDW signal may thus be canceled, if necessary, and the LDW signal may always be output when a lane departure is detected.
  • a check of map data is made to see whether an intersection is located in a route range of, for example, 100 meters ahead of the vehicle for the purpose of not permitting the trajectory to be shortened in such a case, i.e., to output the LDW signal as a warning.
  • the decision criteria are thus used to suppress the output of an LDW signal even though the LDW criteria have been met.
  • only one rear view camera may be used as the camera, from whose camera signals the side lines of the lane may be detected, and from these side lines the vehicle's own position in the lane may be detected—in particular by affirming the rear course of the side lines toward the front, e.g., with the aid of a Kalman filter.
  • the roadway located ahead of the vehicle may be inferred from these camera signals, together with the navigation data, e.g., the determination of the vehicle's position by a global positioning system together with map data.
  • the LDW system thus advantageously has a control unit and a camera, for example a rear view camera, which includes means for affirming the forward course of the roadway as well as, for example, a display unit for displaying the LDW signal.
  • the control unit accesses the driving dynamics signals of the vehicle, for example via the onboard CAN bus, and advantageously also accesses navigation signals.
  • the lane departure warning signal may be output to a display unit to the driver as a pure warning signal and/or, if the function is an automatic lane maintaining system, it may also be output as a control signal for a driving dynamics intervention, e.g., a steering intervention and/or an asymmetrical braking intervention.
  • a driving dynamics intervention e.g., a steering intervention and/or an asymmetrical braking intervention.
  • the present invention in the event that an evaluation of the driving state of the vehicle according to at, least one lane departure criterion has shown that a relevant behavior of the vehicle is occurring, according to which a complete or partial departure of the vehicle will soon take place or has even already begun, an additional check is carried out to see whether relevant decision criteria are present according to which the lane departure warning signal (LDW signal) will nevertheless not be output. In principle, this non-output may be regarded as suppression of the output of the lane departure warning signal.
  • LDW signal lane departure warning signal
  • the additional check of the at least one decision criterion may furthermore be regarded as part of a superordinate overall lane departure criterion, or it may form part of the overall lane departure criterion; in this case, or in this configuration, the overall lane departure criterion thus includes the lane departure criterion and also the at least one decision criteria as a resolving (negative) condition according to which the overall lane departure criterion is not met upon fulfillment of the at least one decision criterion.
  • FIG. 1 shows a driving scene on a roadway in which a method according to the present invention is carried out.
  • FIG. 2 shows an enlarged representation of the vehicle from FIG. 1 .
  • FIG. 3 shows a flow chart of the method according to the present invention.
  • a vehicle 1 is driving on a roadway 2 which has two lanes 2 a , 2 b ; according to the right-hand traffic provided herein, vehicle 1 is thus driving in the right-hand lane 2 b .
  • Lanes 2 a , 2 b are delimited by roadway lines 3 a , 3 b , 3 c , of which 3 a and 3 c are outer roadway lines and 3 b is inner the inner roadway line for separating the two lanes 2 a , 2 b .
  • line 3 b may have a different design, e.g., it may be dotted or dashed, or it may be identical to outer roadway lines 3 a and 3 c.
  • Vehicle 1 is driving in a driving direction F at a velocity v (t), a transverse acceleration q and a yaw rate ⁇ (t) as well as a steering angle.
  • Driving direction F corresponds to the direction of driving velocity v (t), so that F and v in this case are represented by the same arrow, and driving direction F is identical to lane direction M, which is defined by roadway lines 3 b , 3 c , during proper vehicle operation.
  • Vehicle 1 has a rear view camera 4 , which is attached to rear 5 of vehicle 1 and which detects the rear area behind vehicle 1 , possibly including side areas; detection area 6 of camera 4 advantageously includes lines 3 b , 3 c , which delimit its lane 2 b.
  • Vehicle 1 has an LDW system 8 (lane departure warning system) which includes a control unit 10 , which records driving status measuring signals via an onboard data bus, e.g., the CAN bus, in particular a driving velocity signal having information concerning driving velocity v, yaw rate signals S 2 output by an existing yaw rate sensor 14 as well as transverse acceleration signals S 3 output by a possibly existing transverse acceleration sensor 15 .
  • Driving velocity signal S 1 is provided, e.g., in the form of an ABS reference velocity, by a control unit 16 of a vehicle dynamics control system, e.g., an ABS and/or ESP (electronic stability system) and/or TCS (traction control system).
  • Signals S 2 and S 3 may also be initially supplied from sensors 14 , 15 to control unit 16 of the vehicle dynamics control system and then made available via the CAN bus.
  • Camera 4 covers detection area 6 and outputs camera signals S 4 (image signals), e.g., to a cameral control unit 18 , which may be, for example, the control unit of a parking assistance system and/or a surroundings monitoring system, and which makes camera signals S 4 or signals formed therefrom available via the CAN bus.
  • a cameral control unit 18 may be, for example, the control unit of a parking assistance system and/or a surroundings monitoring system, and which makes camera signals S 4 or signals formed therefrom available via the CAN bus.
  • Control unit 10 preferably affirms and/or extrapolates from camera signals S 4 the course of the side-limiting roadway lines in the forward direction.
  • Control unit 10 of the LDW system ascertains a departure from lane 2 b as the crossing of one of the two roadway lines 3 b or 3 c .
  • Control unit 10 may ascertain the crossing in advance according to a lane change display criterion K 0 and output an LDW signal (lane departure signal, lane departure warning signal) S 5 in the form of a warning signal to a display unit 20 for the driver and/or possibly also for a steering intervention in the case of the function of an automatic lane maintaining system.
  • Control unit 10 ascertains therefrom a time to crossing one of roadway lines 3 b , 3 c as t LC (time to line crossing).
  • t LC is sufficiently short, i.e., around t LC ⁇ t 1 , where t 1 is the time threshold value, the danger or probability of a lane departure is detected.
  • the instantaneous distance of vehicle 1 from roadway lines 3 b and 3 c and the projected trajectory of vehicle 1 are ascertained, this trajectory being ascertained from the position of roadway lines 3 b and 3 c detected by camera 4 in relation to vehicle 1 and the driving dynamics data, i.e., transverse acceleration q and/or yaw rate ⁇ as well as driving velocity v.
  • vehicle 1 has a navigation unit 22 , which includes a GPS receiver 23 , a map memory 24 for storing map data and also a control unit 25 .
  • Control unit 25 thus carries out a match mapping or a position detection in the map data and outputs corresponding information, in particular including a quality evaluation of the match mapping, as navigation signals S 6 to control unit 10 via the CAN bus.
  • Control unit 10 of the LDW system may thus detect the departure from lane 2 b as a function of the upcoming route or the upcoming course of lane 2 b.
  • Control unit 10 is equipped with a function for detecting an intentional shortening of the trajectory. For this purpose, it may suppress the output of LDW signal S 5 upon detecting a probable lane departure, i.e., in the case of t LC ⁇ t 1 , if it determines that this lane departure is intentional and represents a non-dangerous shortening of the trajectory.
  • control unit 10 of the LDW system determines that a curve is located ahead of vehicle 1 , i.e., the vehicle's own lane 2 b as well as entire roadway 2 makes a curve, and the driver wishes to cut line 3 b inside the curve, i.e., he wishes to cross the line temporarily completely or partially, since he will thus subsequently return completely to lane 2 b due to his driving behavior.
  • step St 0 the method is started in step St 0 , e.g., upon starting the engine or upon detecting a driving velocity (v>0); camera signals S 4 are subsequently recorded in step St 1 , and driving dynamics measuring signals S 1 , S 2 , S 3 and possibly S 7 are recorded in St 2 , steps St 1 and St 2 being carried out, in principle, simultaneously.
  • Step St 3 t LC is determined and compared in step St 4 with time threshold value t 1 according to lane change display criterion K 0 , so that, according to decision step St 4 , the method is either reset again prior to step St 1 (branch n) or an imminent or already initiated lane departure is detected according to branch y.
  • LDW signal S 5 is not yet immediately output. Instead, a check is initially made according to step St 5 to see whether an intentional lane departure is present. For this purpose, the following decision criteria are checked:
  • Decision criteria K 3 and K 4 thus indicate that active steering of vehicle 1 against the centrifugal force is occurring, since inner line 3 b in the curve is crossed by active steering.
  • Decision criteria K 5 , K 6 and K 7 may additionally be used individually or in combination.
  • driving velocity signal S 1 is also sufficient in principle, since the transverse acceleration may be ascertained, in principle, from this signal and known map data as well as a sufficient quality of the map-matched position.
  • the additional recording of a steering angle signal and/or transverse acceleration signal S 3 and/or yaw rate signal S 2 is, however, advantageous.
  • step St 5 individual steps St 5 - 1 through St 5 - 7 are thus checked in step St 5 ; the sequence of steps St 5 - 1 through St 5 - 3 is arbitrary; in particular, they may also be carried out in parallel. Additional criteria K 5 , K 6 and K 7 may also be additionally checked in a subsequent step if the check in K 1 through K 4 permitted, in principle, the suppression of the output of LDW signal S 5 .
  • decision step St 6 it is subsequently decided whether decision criteria K 1 through K 7 have been met; if they have been met, the output of LDW signal S 5 is suppressed according to branch y, and the method is again reset to before step St 1 . If the criteria are not met, LDW signal S 5 is subsequently output in step St 7 according to branch n, and the method is reset to before step St 1 .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Traffic Control Systems (AREA)
US13/593,810 2011-08-31 2012-08-24 Lane monitoring method and lane monitoring system for a vehicle Active 2033-09-16 US9193356B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102011081892A DE102011081892A1 (de) 2011-08-31 2011-08-31 Verfahren zur Fahrspur-Überwachung und Fahrspur-Überwachungssystem für ein Fahrzeug
DE102011081892.8 2011-08-31
DE102011081892 2011-08-31

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US20130063595A1 US20130063595A1 (en) 2013-03-14
US9193356B2 true US9193356B2 (en) 2015-11-24

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EP (1) EP2565106B1 (zh)
CN (1) CN102963359B (zh)
DE (1) DE102011081892A1 (zh)

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CN102963359A (zh) 2013-03-13
EP2565106A1 (de) 2013-03-06

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